Lubrication



oct. 22, 1935. J BUUR 2,017,847

LUBRICATION INVENTOR Oct. 22, 1935. J. BIJUR 2,017,847

LUBRICATION Filed Jan. 22, 195o 4 sheets-sheet 2 La A oRNEY` Oct. 22, 1935. J. B|JUR Y 2,017,847

LUBRICATION Filed Jan. 22, 1930 4 She'ets-Sheet 3' ATTORNEYS OCt. 22, 193,5. i 1 BUUR 2,017,847

i LUBRICATION Filed Jan. 22, 195o 4vsnvets-sheet 4 INVENTOR 4; A'r RNEYS,

" the chassis oil and for the engine oil.

Patented Oct. 22, 1935 PATENT OFFICE LUBRICATION Joseph Bijur, New York, N."Y., assignor to Auto Research Corporation, a corporation of Dela- Ware" Application January 22, 1930, Serial No. 422,534

28 Claims.

My present inventionis concerned with central lubrication and has a particular eld of usefulness in the oiling of all or. someof. the bearings of a motor vehicle.

It is among the objects of the invention to provide a simple self-contained strictly automatic system. for feeding oil as long as the vehicle is running, to the various engine bearings or to the various chassis-bearings as well as the engine bearings, all in accordance with the diverse requirements of therespective bearings.

t is another object to -provide a system of the above type utilizing the contents of the engine oil pan as the common source of supply, and the engine oil pump as the common propulsive agency for delivering lubricant to both the engine bearings and the chassis bearings.

Another object is to provide a system of the above type devoid of moving parts or mechanism Vother than the engine oil pump and requiring no adjustment whatsoever, for supplying the oil requirements of the various engine and chassis bearings, more particularly one accomplishing nearly uniform rate o-f feed to the chassis-bearings With oil of viscosity varying widely under different weather conditions, While at the same time properly feeding the engineoiling system which remains at more nearly uniform temperature summer andwinter.

Among other objects are to separate out dirt from both the engine and the chassis oil, within asingle chamber, While obviating impairment of settling due to convection currents within the chamber.

Another object is to provide a dirt-abstracting means from which sediment need be removed only at very infrequent intervals, which removal can be accomplished with ease, and Without the need for replacement of a filter'cartridge or other ltering medium.

A feature of the invention is the use of the ordinary engine oil pump to supply the chassis lubricatingv system, and of appropriate intercepting means to clean not only the oil passed into Vthe chassis system but in addition to clean the oil ordinarily returned to the oil pan through a separate engine oil filter.

A common dirt settling chamber with outlet at its top serves as the cleaning element both for Preferably the flow resistance imposed by the system feeding the chassis and that imposed 'by the cleansing course of the engine oil are so high that the ,upward oil stream through the settling chamber `during normal operation is slower than the rate of sediment settling, Wherefore abstraction of dirt Within the settling chamber during operation of the system is substantially assured.

Theslovv feed through the settling chamber is consistent with thevneeds of the chassis lubricating system, which should feed oil at extremely slow rate tovmeet the current requirements of the chassis bearings. For this purpose a drip plug system of the general type described and claimed in my prior Patents Nos. 1,632,771 of June 14, 10' 1927, and 1,732,212 of October 15. 1929, is particularly suitable. While the drip plugs may be made with such fine ilow restrictions, as themselves-to retard the flow to the required degree under continuous feed at full pump pressure, it is preferred to utilize drip plugs Within the range of proportions specified in my prior patents, and to afford the required additional retardation by means of a xed master ow restriction through which the chassis system is supplied, and which 2oA whendisposed at the Ywater Jacket or other part of temperature nearly constant summer and Winter obviates the great falling off in rate of feed to the' chassis bearings otherwise occurring due to increase-in viscosity during cold weather. of theV oil in the chassis lines.

Both cleaned engine oil and chassis oilv may have-passed through one master resistance which suitably retarded the 110W through the settling chamber, or' separate master resistances may be 30" provided for the chassis and the cleaned engine cil flow. Since reasonably satisfactory results are obtained even though the oil returned to the engine oil pan be not completely cleaned, it is permissible 'to dispense with the dense lter in 35 the engine oil return, provided the corresponding separate master resistance is not so highly restricted as to become clogged-by' entrained solids, the resistance being inthat case-attained by considerable extra length of small butopen bore 40 conduit.

In Vthe accompanyingl drawings inwhich are shown one or more of various possible embodimen-ts: of the several features ofthe invention:

Fig'. -l is a diagrammatic perspective view show- 45' lng -a desirable embodiment of the installation,

Fig.` 2 is a sectional view through a. desirable form of engine oil pump,

Fig. 3' is a view in longitudinal cross-section of la preferred form of the settling chamber indiform of master resistance for the chassis system,

Fig. 6 is a view partly in section showing part of the engine oil cleansing line,

Fig. 7 is a diagrammatic perspective view similar to Fig. 1 of a modified system,

Fig. 8 is a fragmentary View in longitudinal cross-section of the top of a modified form of cleansing unit useful in the system of Fig. 7,

Fig. 9 is a view in longitudinal section of a. resistance unit for the engine oil cleansing line, and

Fig. 10 is a diagrammatic view similar to Figs. 1 and 7 of another modification.

Referring now to the drawings there is shown in Fig. 1 a perspective View of an automobile having an engine Ill equipped with an engine oil pump II which feeds through the usual pipe I2 tothe engine bearings I3. The oil pump as shown in Fig. 2 is illustratively the conventional gear pump I4, the casing I5 of which has an inlet I6 from the engine oil pan, an outlet I'I to the engine bearings, another outlet I8 feeding a pipe I9 through which passes oil to be cleaned, and in part returning to the crank case and in part fed to the chassis lubricator as will be hereinafter more fully set forth. In addition the casing may have a spring seated relief valve 20 delivering back to the crank case through pipe 2| and determining the maximum pressure exerted by the pump.

The outlet pipe I9 leads to a settling chamber S shown in detail in Fig. 3, and` to be hereinafter described. It may be noted here, the inlet to the settling chamber is shown at 22, below the top, and the outlet 23 is through the top, so that propulsion of oil through the settling chamber is upward rather than downward.

Exit of oil from the top of the settling chamber is Illustratively through a dividing head 24, having a branch 25 which feeds the chassis lubricating system through pipe 26 and a branch 21 which feeds through pipe 28 back to the oil pan. The head 24 has a third branch 29 through which pressure is applied by way of pipe 30 to pressure gauge G at the instrument board.

The chassis lubricating system per se is the subject matter of copending applications but for the sake of completeness it will be briefly described here. The system includes mains m extending the length of the chassis frames, having branches b leading to various bearings.

Each of the branches is preferably equipped with a flow resistance or obstruction, calibrated to the diverse proportional requirements of the several bearings. The entire or a substantial part of the length of each branch may be conformed or plugged to constitute the flow resistance or obstruction fitting, but in a preferred embodiment, such fitting comprises a drip plug at the patent referred to. VThe construction need be described but briefly, as it is claimed herein only in combination as a constituent part of the system as a whole.

The drip plug comprises a cartridge unit having an enlarged head 36 abutting at its edge against the bevelled bottom 31 of the bearing socket. The shank of the cartridge is 0f reduced diameter and is encircled by the end of the feed pipe b which abuts against the head of the cartridge and is clamped against said shank by a compression coupling. This compression coupling includes a tapered coupling sleeve 38 having a milled convex end39 pressed against the head of the cartridge by the inner end of a bushing 40 which encircles the pipe. The bushing 4D is threaded into the socket and forces the edge of the coupling sleeve 38 inward against the 10 pipe b to clamp the latter against'the cartridge shank 35.

The cartridge has a longitudinal bore of accurately predetermined diameter, housing a pin 4I also of accurately predetermined diameter 15 which determines a crevice of definite resistance to flow under a given pressure. The resistance or rating of the cartridge will depend on the diameter of the pin and the rating will preferably be marked upon the cartridge. The pin is main- 20 tained in place within its bore by staking the cartridge as at 42 at the lower extremity of the pin.

Preferably a flap disk valve 43 is disposed in an axial socket 44 within the head of the car- 25 tridge and coacts with an annular seat 45 formed in said head and is limited in its displacement from said seat by a. closure cap 48 sprung in place within the head.

A protective strainer. is disposed in a corre- 30 sponding enlargement 48 at the inlet end of the cartridge. This strainer may comprise a conically shaped area of wire mesh having its reduced end toward the head of the pin and its rim' trapped under an inturned head 49 at the 35 extremity of the cartridge.

To cut down the flow to the extremely slow rate required for continuous feed from the engine oil pump, which exerts a high pressure in the order of twenty-five pounds per square inch, D and yet to use drip plugs of the relatively low order of flow resistance set forth in my prior patents above identified, additional resistance R is placed in series with the chassis line, of flow retarding effect so high compared with that of the drip plugs that it cuts down the total rate oi' flow substantially to requirements. This master fiow resistance R is maintained at temperature more nearly uniform summer and winter than is the chassis system exposed to the weather. 50 Illustratively the master resistance is disposed at the water jacket J of the engine, although it may be disposed at the intake manifold or other re gion Where the temperature is more nearly uniform throughout the seasons. u

There is Illustratively disclosed a simple ,form of master control resistance in Fig. 5, which comprises aI tube I2 of copper or other equivalent material of bore in the order of [16 inch diameter and containing a wire restriction Il therein of diameter in the order of .056 inches. The tube and wire which are illustratively four feet or more in length, are preferably coiled into a compact unit, here shown, with fourteen turns, approximately 11/2 in diameter, wound in two super- 65 posed layers of seven turns each. This arrangement is merely illustrative of various possible expedients for disposing an elongated resistance in a compact volume, where such arrangement is desired.

In the arrangement shown, the resistance coil R is a unitary piece with pipe 26. The inlet end of coil R extends through a hub 50 on a mounting plate 5I carrying the coil. The outlet 52 of coil R extends into bore 53 of mounting plate 5L'5 fil and delivers to outlet socket- Meintegrabwithisadl plate. The opposite endsof the resistance coi'l, R.; may beamxed by brazing as at 55*` and 55 pla't 5|. The mounting plate 5l is affixed.,illustra-.fl tively againstthe cooling1 watervjacket J'byfxneansof bolts 51, with the coil R protruding inter-the hot engine cooling water through an, opening (not shown) in the wall of the jacket.

Solid particles of colloidal nature remaining in; the oil -even aftercleansing in chamber are? apt to be-left behind at the entranceendrpnret-f striction wire -33 probably due to the inertia effect resulting from the sudden increasefnilinoar. speed ofthe oil, whenvthe cross section-oftheroil. passage is` suddenly reduced, where thefwire bef-ff gms.

To avoid the consequent clogging, 4the inletfend and preferably also theI outlet end of therestrica tion wire 33 is tapered or pointed as at 58u50.

that the decrease in effective cross sectiomof,` the oil passage, andthe consequent increaseslnf speed of oil flow occurs gradually rather than suddenlyI and such inertia effect is eliminated.

Moreover the pointed end 58 of thefwire=-33fia `preferably disposed as shown, at least sonnes-inchesr away from the water jacket, at a placehavinga relatively lower temperature, where the=viscosity of the oil is higher and the tendency forfpar-ticles,r4 to separate out Yand clog is correspondinglygless; No marked change in' linear flow rate oceurswhilef the oi-l-passes through the restricted coil,andino;r clogging or separation therein is incurredi.

'Ihe coil R having a resistance to flow-dominating or controlling asl compared-with that of the` chassis distributing; system, andA being ateroughlyy constant temperature summer and winter-.-l the rate of feed to the chassis bearings willfvary but; slightly during the ranges of summer andnivinterz use, where otherwise the .change in flow"rate-be` tween said ranges would be tremendousg The return pipe 28 to vthe oil pan is preferablyof small bore, say 115 or less and thus oifersf'a; substantial resistance` to ow. Preferably-show ever, a resistance unit inthe form of,-.a-coi1 similar to that shown in'Fig'. 5 is provided' within: the warm crank case, to-which it is preferably; affixed by a mounting plate SD: the pointedinlet` end Si of the restriction wire 62 lilotruclingA throughrhub 63 of the plate Si) to the exteriorot the warm crank case.- The coil R has=a-droopf;` ing outlet or tail 64, extending downwardlinto: the engine oil pan, preferably to a level-{substantially below thelowest operating level ,ofethe oil: in the oil pan.

The common settling unit S for cleaningfgthe;v engine oil and the oil of the chassis systeIr-iuisf.A shown in detail in Fig. 3. -This unit proferablyl comprises a strong metal vessel or can which may-e specifically beV of capacity of a quart or; there. abou-ts. Illustratively the can has a conicalbot-P tom 10 resting in a correspondingly formed.Sun-.- porting bracket 12 and soldered into leak-proof; relation therewith and afxed at wings113r byeh means of bolts- 14 to the front of the dashboards: An auxiliary bracket 15 fastens the upper-'wendev of the can to the dashboard. A drain plug,h 1i-t screwed into the bracket 12.

The can is `.preferably made of two ha-lvesra lower half 16 over the upper rim of whichtisgtelegscoped the rim of the upper half 11. Theimpor,h half 11 has preferably a lter disk 18 ofrdenselyfl compacted felt 'at the top thereof. 'I'he filter-has a corrugated wire mesh backing plate 19 at-.theupper surface thereof, which is pressed-against.

Y the. corrugated top of thecan,by meanstof.l

the flange 8l yof aV shield collar 82 which exertsY pressure against a `supporting mesh. screen 19' under the lter disk and clamps the rim thereof inplace.- 'I'he flange 8i is in turnfstaked in place. Througha central aperture 83 in the top of the 5 tank extends amounting nipple 23 upon which the dividing head 24 is screwed at 84.

Preferably there is telescoped over the downturned edge 85 of the supporting bracket 12 the extended skirt of a cylindrical metal shield 86 extending substantially the height of the settling chamber and affording an air jacket thereabout for a purposepointed out hereinafter.

When the new Vehicle is setinto operation, the engine oil pump promptly charges settling chamber S with clean engine oil. Throughout operation of the vehicle, continuous lubrication of the chassis, and continuous cleaning takes place of the engine-oil that is pumped into the settling chamber. The engine oil pump Il feeds to the engine bearings in the usual manner. Simultaneously therewith, the said pump forces lubricant through pipe I9 and inlet 22 into the settling chamber S, which is maintained filled with lubricant from the pump.

The outlet from the settling chamber being highly restricted due to the coil R in the engine-oil return line 28 and to the master resistance coil R with the associated restricted chassis system in parallel with said engine oil 30;: return, the linear rate of oil ow into the settling chamber under the propulsive pressure of the pump is extremely slow. The great bulk of the oil pump output flows through the engine bearings or through the pressure relief valve 2li. 35;.; The settling chamber S being of relatively large diameter as shown, the flow stream therethrough from the inlet 22 upward through the outlet 23 advances at extremely slow rate, slower than the rate at which solid particles of dirt in the engine om oil would gravitate or settle downward within the warm oil in the heated chamber S under the engine hood. The settling chamber being completely filled with oil, nok agitation or sloshing thereof will occur, even under vibration of the 453,. running vehicle and substantial disturbance or turbulence of the sediment is avoided. Convection currents within chamber 5 are also to be avoided, because this would impair cleaning by settling, and carry some of the sediment upward 50,.; and clog the filter 18. The insulating effect of the air jacket formed by the encircling protective shieldY 8S will assure uniform heating of the chamber by the hot gases arising in the engine compartment under the hoodv and will prevent 555;; heating of one side of the settling chamber relative to the other by radiation from the contiguous hot engine, and thereby minimize convection. The depending shield or apron 82 within the top of the settling chamber moreover will divert any 50,; residual convection current about skirt 82, and will maintain in quiescent condition the oil immediately encircled thereby and contiguous to outlet nipple 23. The likelihood of unclean oil being delivered out of the settling chamber is 65 thus but small.

The filter 18 affords anadditional precaution for protecting the system therebyond should any disturbance occur in the settling. From another point of view the filter cleans the oil, but 70.-` is protected from clogging by the action of the settling chamber therebelow, which renders feasible the use of aV relatively small filter.

The filteris preferably not so dense as` to intercept particlesof acolloidalnature as above mentioned which are so small Y as to pass on through the master resistance and the drip plugs to the bearings.

The clean oil passes from the settling chamber through nipple 25 to the chassis lubricating system and particularly by way of pipe 26 through highly restricted control coil R and thence to the distributing chassis system by way of pipe 3|, mains m, branches b and drip plugs to the corresponding bearings. Asabove pointed out, the calibrated drip plugs assure correct division of the oil among the various chassis bearings in accordance with their respective requirements, and the master coil R in series with the chassis system approximately determines the correct total rate of feed to the chassis system. Being at temperature roughly constant summer and winter the master coil maintains a total rate of feed nearly uniform under all weather conditions, notwithstanding the tremendous rise in viscosity of oil in the chassis system with cold weather.

Concurrently with the. chassis lubrication described, cleaned oil is propelled from the settling chamber, through the nipple 21 through the conduit 28 and the resistance unit or coil R back to the engine oil pan. Were the return flow to the oil pan not highly restricted as shown, the flow of oil therethrough and accordingly through the settling chamber S might be at rate so high as to interfere with the proper separating out of sediment. By retarding the rate of flow through the return path for cleaned engine oil, which is fed in parallel with the highly resistant chassis lubricating system, the upward stream through the settling chamber is kept at rate so slow that settling effectively occurs. The oil pump which supplies the settling chamber and the return pipe from the settling chamber to the oil pan being both below the level of oil in the engine oil pan, no siphoning or drainage from the filled settling chamber will occur while the vehicle is idle.

At intervals of from six months to one year or more, it is desirable to remove the collected sediment from the settling chamber. This can be conveniently done by removing the drain plug 1i and dropping out the accumulated sludge. In case of neglect to empty out the settling chamber even at the very infrequent intervals recommended such as yearly, and if as a consequence the dirt should cover the filter with a thick layer, then the settling chamber could very readily be dismounted and the vessel be washed with gasoline or carbon tetrachloride, and thereafter a blast oi' air may be passed through nipple 23 to separate any solid particles that may have adhered to the filter feltlll. The Wire mesh support 19 protects the felt 18 from objectionable bulging under such air cleaning action. It will thus be seen that the occasional cleaning of the settling chamber is all that is required to restore it to operativeness. There is no need for purchasing replacement filler, filter or cartridge units.

The gauge G measures the pressure exerted by the engine oil pump upon the master control resistance and acts incidentally to apprise the user if the lter disk has become clogged, for at such time building up of the gauge pressure would be impeded to such extent as to afford Ya. visual alarm. 'Y

While the preferred system described, affords continuous cleaning of oil throughout running of the vehicle, it is understood that useful results of somewhat lower standard might be accomplished, even though the oil be fed at higher rate through the settling chamber than contemplated in the above description, settling occurring during the usual period of overnight idleness of the 5 also performs the function of cleaning the oil l5 for the chassis system as above set forth, but the invention in its broader aspects is useful for engine oil cleaning wholly apart from chassis lubrication.

Were air allowed to` become trapped in the 20 i settling chamber then upon starting the engine, oil would enter rapidly until the entrapped air had been substantially compressed and during such short period of rapid fiow the sediment might become stirred up sufficiently to impair opera- 25 f tion. 'Ihe outlet from the settling chamber being through the top, air is naturally eliminated in normal action. Separate ports 8 I in the flange 8| of the skirt 82 immediately below the filter assure the venting of any air that might other- 30 wise become trapped in the annular cavity Within the chamber about skirt 82.

In the modified form of installation shown in Fig. 7, corresponding elements bear the primed reference numerals of Fig. 1. In this embodiment 35 the settling chamber S' aiord's the lter safeguard only for the oil to the chassis system While the settled or cleaned oil fed from chamber S back to the engine oil pan is not so filtered but preferably merely screened. The return pipe 28' g chassis resistor and distributing line thereof are 50 K preferably identical with those of Figs. 1 to 4.

In the embodiment of Fig. 8 the settling chamber S is shown with a protective filter 81 in its top, for the chassis lubricating system and a screen 88 for the return flow to the oil pan. In 55 the illustrative embodiment shown the chassis oil is fed through a hood piece 89 to which the felt filter disk 81 is affixed by means of a clamping ring 90 staked in place at 9| and reacting against a Wire mesh supporting screen 93. The upper so face of felt disk 81 is covered by a Wire mesh backing screen 92 with corrugations 93 contacting the head 94 of the hood. The hood carries a nipple 23' similar to that of Fig. 3 which in turn mounts a T head 24' With two branches 25 and 21' re- 55 spectlvely to the chassis line and the gauge as in Fig. 1.

The chassis outlet hood is preferably provided with a shoulder 95 which clamps in place the inner periphery of the annular screen 88 encircling 70 the hood 89 and clamped in place at its outer periphery by clamp ring 91. The top of the can is embossed upward at 98 and thus spaced from the main area of annular screen 88. The outlet socket 99 in the top of the settling chamber feeds 75 the -oil therefrom to the engine return throughva pipe 28.

By the arrangement described the settled oil for the chassis is liltered,as in the embodiment heretofore described and the skirt 89 of the 'hood serves as a diverterto hinder disturbance due to convection ciurents. The settled oil returned to the engine oil pan however is onlypassed through the fine mesh screen 88 of less `eifectiveness'than the felt filter, and more likely to pass-some solid particles therethrough.

The extra length of `pipefor aordinga'dded flow resistance toretard exit of -settled oilthrough the nipple 99 back'to the -engine 'oil pan is preferably embodied in a compact'unit shown in Fig. 9 and including illustratively aboutfteen feet lof pipe, illustratively, of bore rof 11g inch diameter shown wound in a helical coil 100 of three-layers of eight turns each and enclosed in a can lill preferably provided with Va'liner `I|l2land closed by a disk |03 crimped over protruding rimV |04. The'inner extremity of coil `|00 Ais ilared into an inturned hub |06 centrallyof theend of the can. A cap |01 is preferably telescoped over said `end of the can and aiixed thereto by soldering-or brazing, and its rim clamps awire'mesh screen |08 in place agains the can. The cap is spaced with respect t o the can end; and-has a'socket piece |09 Welded therein yto-which the outlet end-of feed pipe 28' from the settling chamber is affixed by a coupling or the-like. `The outlet of resistance unit |00 is illustratively at disk |03, through which the end of the coil |00 `protrudes to form tail pipe IIO.

The rim |04 of the can'serves as amounting flange by means of which theunit lis aixed to the engine crank case preferably at the exterior thereof, and the tail pipe I I0 extends through -a central opening I I in disk |03 and'droops downward therefrom preferablyin themanner of Fig. 6 to well below the lowest level of oil in theoill pan.

In Fig. 10 is shown a modication in vwhichal single master resistance unit R* of` appropriate specifications and preferably similarin construction to that shown in Fig. 5, supplies both the chassis distributing system and in parallel therewith the return to 'the engine oil pan. The chassis distributing system may befidentical in every respect with that of Fig. l, and-may have at the outlets thereof drip plugs identical Awith those of Fig. 4. As Vin the other embodiments the engine oil pump I Ia feeds a settlingchamber Sa through a feed pipe |25.

The return to theeengineiscontrolled preferably by a drip plug construction II5 similar to that of Fig. 4, but preferably devoid of va valve. Dripplug I I5 is in a junction-piece I I6 from which the chassis line II'| is supplied through outlets II8 and to which the feed pipe I-I9 delivers from the master resistance Ra, which is shown mounted at the hot water jacket. The drip plug I'I5 feeds throughpipe |20 to tail pipe I2I, the outlet of which is submerged-under the lowest level of oil in the engine oil pan. The drip plug I I5 is preferably disposed as shown at the exposed part of the channel frame Cwhere its temperature is approximately the mean temperature of the chassis bearings, and is preferably of relatively high rating to deliver at rate in the order of the total rate of iiow to the chassis lubricating system. The settling chamber S is preferably identical with that of Fig. 3 or 7 except that it has lbut a single outletV |22 feeding Apipe |23 to the master resistance 1R.a andpreferably v.delivering oil cleaned througha filter similarto thatshown in Figf3.

The operation Will be Lobvious from the description of other embodiments, it being noted that the settled `and filtered output propelled from the settling vchamber Sla by the action of the oil pump II8L is divided in reasonably uniform proportion '5 under various temperature conditions between thechassis bearings and the engine return.

The specific construction of resistance unit shown in Figs. 5, 6 and 9 and the drip plugshown in Fig. 4, each taken by itself, is not claimed here- 10 in, as these elements are the subject matter of' companion applications.

While the sleeve 86 about the settling chamber of Fig. 1 for reducing convection currents is not shown, in the embodiments of Figs. 7 and 10 l5 it may be there employed if desired.

The subject matter disclosed but not claimed herein is covered in the copending applications Serial No. 412,982, filed Dec.'10, 1929, VSerial No. 490,574 (Patent No. 1,953,959), Serial No. 436,380 20 (new Patent No. 1,974,416). It is to be understood that the lubricating installations of the present application may be used in other con-v nectionsV and in other co-mbinations than specifically shown and the system as specifically de- 25 scribed may be employed for supplying 1ubricant to other apparatus than automobile chassis.

As many changes could be made in the above construction, and many apparently widely different embodiments of lthis invention could be de- 30 Y vised Without departing from the scope thereof, it is intended that -allmatter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense. 35

I claim:

1. yIn a motor vehicle,4 means for lubricating the engine bearings and the 'chassis bearings continuously during operation Vof the vehicle from 'a common oil pump in an engine oil pan, said means: 40 including an oil cleaning return from the oil pump to the oil panand a chassis lubricating system of the drip plugV type supplied With lubricant from said oil cleaner, said oil cleaner comprising a vsettling chamber -delivering substantially 45 through its top to the oil cleaning returnand to the chassis system.

2. A lubricating system for the engine andthe chassis bearings of a motor Vehicle comprising an engine oiling system and `achassis oiling system, -50 bothderiving their oil from -avcommonoil pan and' both being supplied Vunder the pressure of the engine oil pump, said systemsconnected in parallel, an oil cleaning unit inthe course of 4flow-'to the chassis system, and a conduit returning to 55' the oil pan part of the oil treated by saidcleaning unit.

3. A lubricating system for the engine and the chassis bearings of a motor vehiclecomprising an engine oil pan, a pump deriving lubricant 50" therefrom, engine and chassis oiling systems fed under pressure from said pump in parallel with each other, an engine oil cleaning unit -in the course-of flow to the chassis system, said cleaning unit including a settling chamber and a conduit 55 i returning to the oil pan part of the oil treated by said cleaning unit.

` 4. In a motor vehicle, the combination of ian oil pump feeding to the engine bearings, a settling chamber supplied fromsaid pump, a centralized 70 chassis system'and an engine oil return pipe both supplied fromsaid'settling chamber `in parallel with each other and with said engine'bearings, said chassis system and 'said engine 4oil` return imposinghigh resistance-to new.' thereby effecting1 75 relatively slow feed of oil through the settling chamber.

5. In a vehicle of the type including an engine having a central system for lubricating the bearings thereof, a chassis having a central system of the drip plug type for lubricating the bearings thereof, an engine oil pump for delivering oil to all of said bearings, and an oil pan containing the lubricant therefor; the combination therewith of a common means for cleaning the oil for the chassis system and for the engine bearings, said means comprising a settling chamber having an inlet from the engine oil pump and delivering to the engine oil pan and to the chassis system, and means in the course of flow beyond the outlet of the settling chamber to retard the fiow of oil to rate sufcient to permit effective settling out in the settling chamber of dirt carried with the oil.

6. A lubricating system for the engine and the chassis bearings of an automobile comprising an oil pan and an engine oilng system and a chassis oiling system supplied therefrom, said systems connected in parallel, an oil settling chamber in the course of fiow to the chassis system, and a conduit returning to the oil pan some of the oil treated by said settling chamber, said chassis lubricating system being of type to afford a low resistance sufcient to retard the oil flow therethrough to the extremely slow rate required for continuous chassis lubrication, and said return conduit in parallel therewith being of fiow resistance such that the linear rate of oil propulsion through the settling chamber is less than the rate of normal settling of dirt therein.

7. In a motor vehicle of the type comprising an engine having a pressure lubricating system, a chassis having a centralized lubricating system of the drip plug type, an engine oil pump connected to circulate oil through the engine bearings, an oil cleaning chamber supplied from said engine oil pump in parallel with the engine bearings, and having an outlet substantially at its top leading to the chassis lubricating system, and a return conduit of substantial ow resistance, leading to the engine oil pan and supplied from near the top of said settling chamber.

8. A combined engine and chassis lubricating system comprising an engine oil pan, an engine oil pump supplied therefrom, dirt abstracting means, a flow resistant outlet from said abstracting means for conveying lubricant therefrom back to the oil pan, a second flow resistant outlet from said abstracting means leading to the chassis lubricating system, said latter system having flow proportioning restricted outlets.

9. In a motor vehicle, a lubricating system comprising an engine oil pan, an engine oil pump deriving lubricant therefrom and feeding under pressure to the engine bearings, a chassis lubricating system supplied by said pump in parallel with said engine bearings, said chassis system of the drip plug type, an oil cleaning unit in the course of ow from the pump to the chassis system, said cleaning unit embodying a. settling kchamber having a filter protected outlet, said settling chamber having also a screen protected outlet through its top and a return conduit from said latter outlet feeding back to the engine oil pan and having flow resistance of the order of that'of said chassis lubricating system.

10. In a lubricating system for a motor vehicle, the combination of a source of lubricant, an oil pump, a centralized distributing system supplied from said source and pump, a protective settling chamber interposed in the course of flow from said pump to said system and at level higher than said source and said pump, and a return flow conduit from said settling chamber to said source having its outlet end dipping under the level of lubricant at said source. l;

l1. In a motor vehicle, a lubricating system of the type in which the engine oil puinp feeds lubricant from the engineoil pan both to the engine bearings and to the chassis bearings; the combination therewith of an oil cleaning unit including 10 a settling chamber mounted at level higher than the engine oil pump, Vsaid unit delivering its cleaned output in parallel to the chassis bearings and to the engine oil pan, the chassis system being of the high flow resistance type, the engine 15 return having flow resistance of the order of that of the chassis distributing system, and the outlet end of the engine return conduit extending under the oil level in the engine oil pan.

12. In a motor vehicle of the type comprising 20 an engine having a pressure lubricating system, a chassis having a centralized lubricating system of the drip plug type, an engine oil pump connected to circulate oil through the engine bearings, an oil cleaning chamber supplied from said 2li` disturbance due to the more rapid ow to Ythe 35 crank case return.

13. In a motor vehicle, means for lubricating the engine bearings and the chassis bearings continuously from a common oil pump in an engine oil pan, said means including an oil cleaner, a 4e return conduit system from the oil pump to the oil pan passing through said cleaner, and a chassis lubricating system of the drip plug type supplied with lubricant from said oil cleaner, said oil cleaner comprising a settling chamber delivering 45 substantiallythrough its top to said return and to the chassis system, and a protective shield withinY the upper part of the settling chamber about the body of lubricant flowing to the chassis system. 50

14. A system for lubricating the engine and th chassis bearings of a motor Vehicle, including an engine oil pump, an oil cleaning unit, a chassis lubricating distributing system, and a return conduit system to the engine oil pan both supplied in 55`.

parallel from said oil cleaning unit, said return conduit system having iiow resistance therein maintained at temperature approximately the mean temperature of the chassis bearings;

15. An installation for lubricating the .engine 60 and the chassis bearings of a motor vehicle including an engine oil pan, an engine oil pump deriving lubricant therefrom, an oil cleaning unit in communication therewith, a chassis lubricating distributing system connected to said cleaning 'l5A unit, and having highly restricted outlets, a return conduit from the cleaning unit to the engine oil pan, Asaid conduit having a flow restriction at a part thereof exposed to the Weather and of resistance in the order of that of said chassis lubri- 70 deriving lubricant therefrom, an oil cleaning unit 75h including a settling chamber connected with said oil pump, a chassis lubricating distributing system supplied from the upper part oi said unit and having drip plug outlets, and a return pipe leading from the upper part of said cleaning unit to the engine oil pan and having a drip plug resistance at a part thereof exposed to the weather and of flow resistance in the order of that of the chassis lubricating system.

17. A system for lubricating the engine and chassis bearings of a motor vehicle including an engine oil pump, an oil cleaning unit comprising a settling chamber supplied from said pump and having a lter-protected outlet at its top, a master flow resistance delivering the out-put from said unit and maintained at temperature more nearly constant than that of the external atmosphere, a central chassis distributing system supplied from said master iow resistance and having drip plug outlets, and an engine oil return pipe connected in parallel with said distributing system and having a drip plug resistance in the length thereof exposed to the external atmosphere and of ow resistance of the order of that oi said chassis system.

18. An engine lubricating system of the return flow cleaner type including a settling chamber in the course of return ilow having an inlet from the engine oil pump, an outlet at its top and a return conduit to the engine oil pan connected to said outlet, and having iiow resistance greatly to retard the upward stream of lubricant through said settling chamber.

19. An engine lubricating system of the return flow cleaner type including a settling chamber in the course of return iiow having an inlet from the engine oil pump comprising a substantial length oi pipe having relatively ilne bore to impose substantial flow resistance, the temperature of the greater portion of the length of said pipe being exposed to the external air for greater flow retarding eilect in co-ld weather, thereby to retard the stream through the settling chamber to compensate for the slower rate of settling more viscous oil.

20. An installation of the character described including an engine oil pump, a settling chamber supplied therefrom, flow resistant outlet means in the course of flow from the upper part of said settling chamber, said means including a chassis lubricating system and a restricted return conduit to the engine oil pan, said settling chamber being constructed and arranged to vent through the outlet any air therein.

21. An engine oil cleaning installation i'or an automotive engine provided with a lubricant reservoir, a pump immersed therein, means to drive said pump from said engine and a distributing conduit system leading from said pump to bearings of said engine, said installation including a ley-pass conduit from said pump to said reservoir and a sedimentation chamber for removing substantially all of the dirt in the oil upon said bypass conduit in such proximity to the engine as to be heated thereby, said chamber at the outlet thereof being also provided with means to assure a sedimentation iiow substantially free of eddies and with means to prevent uneven heating of the lubricant body undergoing sedimentation.

22. In a motor vehicle, means for automatically lubricating the engine bearings and the chassis bearings continuously during operation oi the vehicle by means of a common oil pump in an engine oil pan, said means including a restricted oil cleaning return from the oil pump to the oil pan including an oil cleaner and a restricted conduit between the oil cleaner and the pan, and a chassis lubricating system supplied automatically with cleaned engine oil from said oil cleaner, said chassis system consisting of a branched piping installation with a single restricted inlet from said oil cleaner and a plurality of flow proportioning outlets to said chassis bearings.

23. In an automotive vehicle lubricating system of the type utllizating the engine oil pump for supplying the engine bearings, the combination therewith oi' a chassis lubricating system including an oil settling chamber interposed in the course of flow from the engine oil pump to the chassis system, said settling chamber being provided with a flow obstructing means at its outlet retarding the feed therethrough to such extent as to permit settling out of solid particles from the oil.

24. In an automotive vehicle lubricating system oi the type supplying engine bearings, and chassis bearings under pressure from a continuously operating pump; the combination therewith of a dirt abstracting unit including a sedimentation chamber in the path ofilow from the pump to the chassis system,'said unit being provided with means for removal from time to time of sediment therefrom.

25. In an automotive vehicle lubricating system of the type, supplying the engine bearings and the chassis bearings, from a continuously operating pump; the combination therewith of a settling chamber interposed in the course of iiow from the oil pump to the chassis lubricating system; means for retarding the flow of oil from the engine oil pump through the settling chamber to such extent as to permit settling oi' dirt to occur in said chamber during operation, and means whereby sediment may be removed from the settling chamber.

26. An engine oil cleaning installation for an automotive engine provided with a lubricant reservoir, a pump immersed therein, means to drive said pump from said engine and a distributing conduit system leading from said pump to bearings of said engine, said installation including a by-pass conduit from said pump to said reservoir and a sedimentation chamber for removing substantially all of the dirt in the oil upon said by-pass conduit in such proximity to the engine as to be heated thereby, a restriction being provided in the course of iiow from the chamber to decrease the iiow through said chamber to the sedimentation rate, said chamber being provided with a depending skirt for assuring smooth upward ow in said chamber and for reducing the tendency toward the formation oi' eddy currents said automotive engine being also provided with a. chassis lubricating system, with an inlet from said sedimentation chamber and a plurality oi' outlets to said bearings with a plurality oi' restricted outlets to the chassis bearings, said restricted outlets having a lesser degree oi' restriction than said restriction provided in the course of iiow from the chamber.

6 27. A drip plug lubrication installation for diswith filters ahead of said restricted flow areas and after said enlarged ow area. passage in the line of ow, said restricted ow areas being all positioned after said enlarged flow area. in the 5 line of flow.

28. A drip plug lubrication installation for distributngvlubricant to a plurality oi.' bearings comprising a source of lubricant and a conduit arrangement provided with ow passages with enmlarged and restricted flow areas, said enlarged now area passage being provided with a. depending bae, and with a bottom inlet and a top outlet to assure vertically upward ow, whereby ow areas being all positioned after said enlarged 10 ow area in the line of ow.

JOSEPH BIJ UR. 

